US20100181431A1 - Flight assistance apparatus - Google Patents
Flight assistance apparatus Download PDFInfo
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- US20100181431A1 US20100181431A1 US12/685,018 US68501810A US2010181431A1 US 20100181431 A1 US20100181431 A1 US 20100181431A1 US 68501810 A US68501810 A US 68501810A US 2010181431 A1 US2010181431 A1 US 2010181431A1
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- 238000013459 approach Methods 0.000 claims abstract description 33
- 238000010276 construction Methods 0.000 description 19
- 238000012545 processing Methods 0.000 description 14
- 238000011084 recovery Methods 0.000 description 11
- 238000000034 method Methods 0.000 description 10
- 230000005611 electricity Effects 0.000 description 5
- 230000008878 coupling Effects 0.000 description 4
- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 238000001514 detection method Methods 0.000 description 4
- 230000005284 excitation Effects 0.000 description 2
- 230000005484 gravity Effects 0.000 description 1
- 238000010348 incorporation Methods 0.000 description 1
- 230000007257 malfunction Effects 0.000 description 1
- 238000005259 measurement Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 230000000452 restraining effect Effects 0.000 description 1
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C13/00—Control systems or transmitting systems for actuating flying-control surfaces, lift-increasing flaps, air brakes, or spoilers
- B64C13/02—Initiating means
- B64C13/04—Initiating means actuated personally
- B64C13/10—Initiating means actuated personally comprising warning devices
Definitions
- the invention relates to a flight assistance apparatus that provides assistance in flying an aircraft.
- JP-A-10-264894 As a flight assistance apparatus, as described in, for example, Japanese Patent Application Publication No. 10-264894 (JP-A-10-264894), there is proposed an art for informing a pilot of an approach of an aircraft to a stall state by causing a flight grip member provided at a tip of a flight lever member to vibrate when the aircraft approaches the stall state.
- the pilot may not be enabled to take an appropriate measure when the aircraft approaches a critical flight range such as the stall state or the like as in the aforementioned related art by simply causing the flight grip member to vibrate.
- the invention provides a flight assistance apparatus that enables a pilot to fly an aircraft appropriately when the aircraft approaches a critical flight range.
- An aspect of the invention relates to a flight assistance apparatus that provides assistance in flying an aircraft.
- the flight assistance apparatus is equipped with a yoke operated by a pilot of the aircraft, and a flight instruction section that instructs, with an aid of the yoke, the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range.
- the pilot when the aircraft approaches the critical flight range, the pilot is instructed to fly the aircraft in such a manner as to avoid the critical flight range by, for example, moving a component of the yoke in a direction corresponding to such a direction as to avoid the critical flight range. The pilot then operates the yoke in the direction corresponding to such a direction as to avoid the critical flight range. In this manner, even when the aircraft approaches the critical flight range, the pilot can fly the aircraft appropriately.
- the pilot when the aircraft approaches the critical flight range, the pilot can fly the aircraft appropriately.
- the aircraft can be smoothly prevented from plunging into the critical flight range.
- FIG. 1 is a schematic constructional view showing a flight assistance apparatus according to the first embodiment of the invention
- FIG. 2 is a flowchart showing an instruction processing procedure performed by a controller shown in FIG. 1 ;
- FIGS. 3A , 3 B, and 3 C are views each showing an example of an operation state of a yoke shown in FIG. 1 ;
- FIG. 4 is a front view showing a main portion of a flight assistance apparatus according to the second embodiment of the invention.
- FIGS. 5A and 5B each show a flight assistance apparatus including a construction for moving each of grip portions shown in FIG. 4 along a corresponding one of handles shown in FIG. 4 ;
- FIG. 6 is a flowchart showing an instruction processing procedure performed by a controller shown in FIG. 4 ;
- FIG. 7 is a view showing an example of an operation state of a yoke shown in FIG. 4 ;
- FIG. 8 is a front view showing a main portion of a flight assistance apparatus according to the third embodiment of the invention.
- FIG. 9 is a schematic constructional view of the flight assistance apparatus, including a plan view of a yoke shown in FIG. 8 ;
- FIG. 10 is a flowchart showing an instruction processing procedure performed by a stall recovery control portion shown in FIG. 9 ;
- FIG. 11 is a plan view showing a state where one of grip portions shown in FIG. 9 has been turned toward a near side with respect to a column body;
- FIG. 12 is a flowchart showing a processing procedure performed by a failure operation processing portion shown in FIG. 9 ;
- FIG. 13 is a schematic constructional view showing a flight assistance apparatus according to the fourth embodiment of the invention.
- FIG. 14 is a flowchart showing an instruction processing procedure performed by a controller shown in FIG. 13 ;
- FIGS. 15A and 15B are lateral views showing a state where a seat shown in FIG. 13 is moved forward along a rail guide.
- FIG. 1 is a schematic constructional view showing a flight assistance apparatus according to the first embodiment of the invention.
- a flight assistance apparatus 1 according to this embodiment of the invention is equipped with a yoke 2 operated by a pilot of an aircraft.
- the yoke 2 has a column body 3 , and a pair of right and left grip portions 4 turnably coupled to both ends of the column body 3 respectively to be gripped by the pilot.
- the grip portions 4 are turnable around an axis extending a longitudinal direction (a direction perpendicular to the sheet of FIG. 1 ).
- the yoke 2 has built therein two motors 5 for turning the grip portions 4 respectively, and two potentiometers 6 for detecting rotational angles of the motors 5 (turning angles of the grip portions 4 ) respectively.
- the flight assistance apparatus 1 is equipped with a controller 7 connected to the respective motors 5 and the respective potentiometers 6 .
- a flight sensor 8 that detects an operation direction of the yoke 2 and an angle of the yoke 2 is connected to the controller 7 .
- the controller 7 controls the motors 5 to instruct the pilot to operate the yoke 2 in such a direction as to avoid a critical flight range (a collision range in this case) when a fuselage of the aircraft approaches the collision range.
- FIG. 2 is a flowchart showing an instruction processing procedure performed by the controller 7 .
- a radar not shown
- that one of the motors 5 which corresponds to that one of the grip portions 4 which is located opposite a direction corresponding to the collision range is controlled such that that grip portion 4 is turned to tilt (downward) from a normal state as shown in FIG. 1 (step S 102 ).
- the left grip portion 4 is turned downward from the normal state as shown in FIG. 3A .
- the grip portion 4 may be turned by a predetermined angle or by an angle corresponding to a target aileron operation amount.
- step S 103 It is then determined on the basis of a detection signal of a flight sensor 8 whether or not the yoke 2 has been operated by an amount equal to or larger than a predetermined amount in a turning direction of the grip portion 4 (oppositely to a direction corresponding to the collision range) (step S 103 ). In this case, the grip portion 4 is held in a tilted state until the yoke 2 is operated in the turning direction of the grip portion 4 .
- step S 104 when it is determined that the yoke 2 has been operated in the turning direction of the grip portion 4 by the amount equal to or larger than the predetermined amount, that one of the motors 5 which corresponds to the grip portion 4 held in the tilted state is controlled such that the grip portion 4 is turned upward and returned to a normal state thereof (a state shown in FIG. 1 ) (step S 104 ).
- the left grip portion 4 in a state where the left grip portion 4 is tilted down (see FIG. 3A ), when the yoke 2 is operated leftward by the predetermined amount as shown in FIG. 3B , the left grip portion 4 returns to the normal state thereof as shown in FIG. 3C .
- the motors 5 , the controller 7 , and the flight sensor 8 constitute a flight instruction section that instructs, with the aid of the yoke 2 , the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range.
- FIG. 4 is a front view showing a main portion of a flight assistance apparatus according to the second embodiment of the invention.
- elements identical to those of the first embodiment of the invention are denoted by the same reference symbols respectively, and the description of those elements is omitted.
- a flight assistance apparatus 10 is equipped with a yoke 11 instead of the yoke 2 in the first embodiment of the invention.
- the yoke 11 has a column body 13 provided with a pair of right and left curved handles 12 , and a pair of right and left grip portions 14 mounted to the handles 12 respectively to be gripped by the pilot.
- Each of the grip portions 14 is movable along a direction in which a corresponding one of the handles 12 extends.
- FIG. 5A is a schematic constructional view of the flight assistance apparatus 10 , which includes a construction for moving each of the grip portions 14 along a corresponding one of the handles 12 .
- a salient portion 15 is provided at a tip of the handle 12
- a pulley 16 is mounted to a base end of the handle 12 .
- a spring 17 is connected at one end thereof to the salient portion 15 , and at the other end thereof to an upper end of the grip portion 14 .
- the yoke 11 has a motor 18 built therein, and a coupling member 19 is mounted to an output shaft of the motor 18 .
- a wire 20 hung around the pulley 16 is fixed at one end thereof to the coupling member 19 .
- the wire 20 is fixed at the other end thereof to a lower end of the grip portion 14 .
- the motor 18 is rotationally driven, rotation of the motor 18 is transmitted to the grip portion 14 via the coupling member 19 and the wire 20 , and the grip portion 14 moves along the handle 12 in accordance with a rotational direction of the motor 18 .
- the yoke 11 has built therein a potentiometer 21 for detecting a rotational angle of the motor 18 (an amount of movement of the grip portion 14 ).
- the motors 18 and the potentiometers 21 are provided for the right and left grip portions 14 respectively.
- the flight assistance apparatus 10 is equipped with a controller 22 connected to the flight sensor 8 , the motors 18 , and the potentiometers 21 .
- the controller 22 controls the motors 18 to instruct the pilot to operate the yoke 11 in such a direction as to avoid the critical flight range (the collision range in this case as well) when the fuselage approaches the collision range.
- FIG. 5B is a schematic constructional view of the flight assistance apparatus 10 , which includes another construction for moving each of the grip portions 14 along a corresponding one of the handles 12 .
- each of linear motors 23 is mounted to a corresponding one of the handles 12 along a direction in which this handle 12 extends. By driving each of the linear motors 23 , a corresponding one of the grip portions 14 moves along a corresponding one of the handles 12 .
- the controller 22 is connected to the linear motors 23 .
- FIG. 6 is a flowchart showing an instruction processing procedure performed by the controller 22 . It is assumed that the grip portions 14 of the yoke 11 are usually located at substantially central positions (normal positions) of the handles 12 respectively as shown in FIG. 4 .
- step S 111 it is first determined by a radar (not shown) or the like whether or not the fuselage has approached the collision range.
- the motors 18 or the linear motors 23 are controlled such that that one of the grip portions 14 which is located opposite the direction corresponding to the collision range is moved downward and that one of the grip portions 14 which is located on the side corresponding to the collision range is moved upward (step S 112 ).
- each of the grip portions 14 may be moved by a predetermined amount or by an amount corresponding to a target aileron operation amount.
- step S 113 it is determined on the basis of a detection signal of the flight sensor 8 whether or not the yoke 11 has been operated oppositely to the direction corresponding to the collision range by an amount equal to or larger than a predetermined amount.
- a predetermined amount a predetermined amount
- step S 114 when it is determined that the yoke 11 has been operated oppositely to the direction corresponding to the collision range by the amount equal to or larger than the predetermined amount, the motors 18 or the linear motors 23 are controlled such that the grip portions 14 are returned to the central positions of the handles 12 respectively (step S 114 ).
- the flight sensor 8 , the pulleys 16 , the springs 17 , the motors 18 , the coupling members 19 , the wires 20 , the controller 22 , and the linear motors 23 constitute a flight instruction section that instructs, with the aid of the yoke 11 , the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range.
- the right and left grip portions 14 are moved in opposite directions with respect to the handles 12 respectively.
- the pilot is thereby caused to recognize, through the feeling of his/her hand, that the fuselage is approaching the collision range, and is instructed of a due direction in which the fuselage should travel. Therefore, the pilot can operate the yoke 11 in the due direction. Thus, even when the fuselage approaches the collision range, the pilot can fly the fuselage appropriately.
- the grip portions 14 are returned to the central positions of the handles 12 respectively.
- the respective grip portions 14 may be moved such that the fuselage resumes flying horizontally.
- FIG. 8 is a front view showing a yoke as a main portion of a flight assistance apparatus according to the third embodiment of the invention.
- FIG. 9 is a schematic constructional view of the flight assistance apparatus including a plan view of the yoke shown in FIG. 8 .
- a flight assistance apparatus 30 is equipped with a yoke 31 instead of the yoke 2 in the first embodiment of the invention.
- the yoke 31 has a column body 32 , and a pair of right and left generally L-shaped grip portions 33 turnably coupled to both ends of the column body 32 respectively to be gripped by the pilot.
- the grip portions 33 are turnable around an axis extending vertically (in an X direction of FIG. 8 ).
- the yoke 31 has built therein two motors 34 for turning the grip portions 33 respectively, and two potentiometers 35 for detecting rotational angles of the motors 34 (turning angles of the grip portions 33 ) respectively.
- the column body 32 has built in a lower portion thereof a restraint pin 36 for restraining the turning of each of the grip portions 33 , a spring 37 connected to the restraint pin 36 , and an electromagnetic coil 38 for moving the restraint pin 36 laterally (in a Y direction of FIG. 8 ).
- a restraint pin 36 for restraining the turning of each of the grip portions 33
- a spring 37 connected to the restraint pin 36
- an electromagnetic coil 38 for moving the restraint pin 36 laterally (in a Y direction of FIG. 8 ).
- the flight assistance apparatus 30 is equipped with a controller 39 to which the respective motors 34 , the respective potentiometers 35 , and the respective electromagnetic coils 38 are connected.
- a stall sensor 40 for detecting a stall state of the fuselage and voltmeters 41 for measuring drive voltages of the motors 34 respectively are connected to the controller 39 .
- the controller 39 has a stall recovery control portion 42 and a failure operation processing portion 43 .
- the stall recovery control portion 42 controls the motors 34 to instruct the pilot to operate the yoke 31 in such a direction as to make a recovery from a stall of the fuselage when the fuselage approaches a critical flight range (a stall state in this case).
- the failure operation processing portion 43 controls the electromagnetic coils 38 to restrain the operation of turning the grip portions 33 when the motors 34 become unlikely to operate due to a malfunction or the like.
- FIG. 10 is a flowchart showing an instruction processing procedure performed by the stall recovery control portion 42 . It should be noted that the grip portions 33 usually extend laterally rectilinearly as shown in FIG. 9 instead of being bent with respect to the column body 32 .
- step S 121 it is first determined on the basis of a detection value of the stall sensor 40 whether or not the fuselage is approaching a stall state.
- the motors 34 are controlled such that both the grip portions 33 are turned toward a near side (toward the pilot side) with respect to the column body 32 as shown in FIG. 11 (step S 122 ).
- the grip portions 33 are turned toward the near side of the pilot as far as their end positions respectively.
- the pilot recognizes that the fuselage is approaching the stall state, and tilts the yoke 31 forward as shown in FIG. 11 .
- the fuselage can get out of a stall pitch angle.
- the respective grip portions 33 are held in their normal states respectively, namely, extending laterally rectilinearly with respect to the yoke 32 (step S 123 ). Accordingly, when the fuselage recovers from the stall state, the motors 34 are controlled such that both the grip portions 33 assume their normal states with respect to the column body 32 respectively.
- FIG. 12 is a flowchart showing an instruction processing procedure performed by the failure operation processing portion 43 .
- the supply of electricity to the electromagnetic coils 38 is started to retract the restraint pins 36 into the column body 32 .
- step S 131 it is determined on the basis of measurement values of the voltmeters 41 whether or not drive voltages of the motors 34 are inappropriate respectively.
- step S 132 the supply of electricity to the electromagnetic coils 38 is stopped to protrude the restraint pins 36 from the end faces of the column body 32 respectively.
- the grip portions 33 are restrained from turning and held in their normal states respectively, namely, extending laterally rectilinearly with respect to the column body 32 .
- step S 133 when it is determined that the drive voltages of the motors 34 are not inappropriate respectively, the supply of electricity to the electromagnetic coils 38 is continued (step S 133 ).
- the restraint pins 36 remain retracted in the column body 32 , and the operation of turning the grip portions 33 is possible.
- the motors 34 , the stall sensor 40 , and the stall recovery control portion 42 constitute a flight instruction section that instructs, with the aid of the yoke 31 , the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range.
- both the grip portions 33 are turned toward the near side (the pilot side) with respect to the column body 32 to thereby instruct the pilot of an approach of the fuselage to a stall state. Therefore, the pilot can operate the yoke 31 in such a direction as to avoid a stall (forward). Thus, even when the fuselage approaches the stall state, the pilot can fly the fuselage appropriately and as a result, can make a recovery from the stall smoothly.
- both the grip portions 33 are turned toward the near side with respect to the column body 32 . Therefore, the pilot can move the yoke 31 forward with the longitudinal position of his/her arm S hardly changed as shown in FIG. 11 .
- FIG. 13 is a schematic constructional view showing a flight assistance apparatus according to the fourth embodiment of the invention.
- elements identical to those of the third embodiment of the invention are denoted by the same reference symbols respectively, and the description of those elements is omitted.
- a flight assistance apparatus 50 is equipped with a yoke 51 operated by a pilot P, a rail guide 53 for guiding a seat 52 , in which the pilot P is seated, in a longitudinal direction of a fuselage H, an actuator 54 fixed to a leg portion of the seat 52 to move the seat 52 along the rail guide 53 in the longitudinal direction of the fuselage H, and a controller 55 to which the actuator 54 and the aforementioned stall sensor 40 are connected.
- the controller 55 controls the actuator 54 to instruct the pilot P to operate the yoke 51 in such a direction as to make a recovery from a stall of the fuselage H when the fuselage H approaches a critical flight range (a stall state in this case as well).
- FIG. 14 is a flowchart showing an instruction processing procedure performed by the controller 55 . It should be noted that the seat 52 is usually located at a rear position of the rail guide 53 as shown in FIGS. 13 and 15A .
- step S 141 it is first determined on the basis of a detection value of the stall sensor 40 whether or not the fuselage H is approaching a stall state.
- the actuator 54 is controlled such that the seat 52 is moved forward along the rail guide 53 (step S 142 ).
- the pilot P recognizes that the fuselage H is approaching the stall state, and the yoke 51 is tilted forward without forcing the pilot P to abandon his/her posture.
- the fuselage H can get out of a stall pitch angle.
- the seat 52 is held at a normal position thereof as shown in FIG. 15A (step S 143 ). Accordingly, when the fuselage H makes a recovery from the stall state, the actuator 54 is controlled such that the seat 52 is moved backward along the rail guide 53 .
- the position of the seat 52 is moved forward to thereby instruct the pilot P of an approach of the fuselage H to the stall state. Therefore, the pilot P can operate the yoke 51 naturally in such a direction as to avoid a stall. Thus, even when the fuselage H approaches the stall state, the pilot P can fly the aircraft appropriately.
- the position of the center of gravity of the fuselage H shifts forward due to the forward movement of the position of the seat 52 . Therefore, a head-down moment of the fuselage H is obtained, and hence the fuselage H assumes a stall avoiding posture. Accordingly, the fuselage H can more effectively make a recovery from the stall.
- the flight assistance apparatus regarding the collision range of the fuselage in each of the first embodiment of the invention and the second embodiment of the invention may be combined with the flight assistance apparatus regarding the speed range in which the fuselage falls into the aforementioned stall state in each of the first embodiment of the invention and the second embodiment of the invention.
- the yoke may have a column body, and a pair of right and left grip portions turnably mounted to the column body to be gripped by the pilot.
- the flight instruction section may instruct the pilot to fly the aircraft in such a manner as to avoid the critical flight range by turning the grip portions with respect to the column body.
- that one of the grip portions which is located, for example, opposite a direction corresponding to the collision range is turned downward in a tilted manner.
- the pilot can be easily and reliably instructed to fly the aircraft in such a manner as to avoid the critical flight range.
- the critical flight range may be a collision range of the fuselage.
- the flight instruction section may hold the grip portions turned from normal states thereof with respect to the column body until the yoke is operated oppositely to a direction corresponding to the critical flight range.
- the critical flight range the collision range
- that one of the grip portions which is located, for example, opposite the direction corresponding to the collision range is held in a downward tilted state. Accordingly, the pilot can be caused to easily operate the yoke in such a direction as to avoid the critical flight range.
- the yoke may have a column body provided with a pair of right and left handles, and a pair of right and left grip portions movably mounted along the handles respectively to be gripped by the pilot.
- the flight instruction section may instruct the pilot to fly the aircraft in such a manner as to avoid the critical flight range by moving the grip portions along the handles respectively.
- that one of the grip portions which is located, for example, opposite the direction corresponding to the collision range is moved downward, and that one of the grip portions which is located, for example, on the side corresponding to the collision range is moved upward.
- the pilot can be easily and reliably instructed to fly the aircraft in such a manner as to avoid the critical flight range.
- the critical flight range may be a collision range of the fuselage.
- the flight instruction section may hold the grip portions in states of being moved from normal positions thereof with respect to the handles respectively until the yoke is operated oppositely to the direction corresponding to the critical flight range.
- the critical flight range the collision range
- that one of the grip portions which is located, for example, opposite the direction corresponding to the collision range moves downward, and that one of the grip portions which is located, for example, on the side corresponding to the collision range is held in an upward moved state. Accordingly, the pilot can be easily caused to operate the yoke in a direction corresponding to such a direction as to avoid the critical flight range.
- the yoke may have a column body, and a pair of right and left grip portions longitudinally turnably mounted to the column body to be gripped by the pilot.
- the flight instruction section may instruct the pilot to fly the aircraft in such a manner as to avoid the critical flight range by turning the grip portions toward the near side with respect to the column body.
- the grip portions turn toward the near side with respect to the column body.
- the pilot can be easily and reliably instructed to fly the aircraft in such a manner as to avoid the critical flight range.
- the pilot can return the yoke in a stall recovery direction without changing the longitudinal positions of his/her arms.
Abstract
A flight assistance apparatus for providing assistance in flying an aircraft, including: a yoke operated by a pilot of the aircraft; and a flight instruction section that instructs, with an aid of the yoke, the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range.
Description
- The disclosure of Japanese Patent Application No. 2009-007948 filed on Jan. 16, 2009 including the specification, drawings and abstract is incorporated herein by reference in its entirety.
- 1. Field of the Invention
- The invention relates to a flight assistance apparatus that provides assistance in flying an aircraft.
- 2. Description of the Related Art
- As a flight assistance apparatus, as described in, for example, Japanese Patent Application Publication No. 10-264894 (JP-A-10-264894), there is proposed an art for informing a pilot of an approach of an aircraft to a stall state by causing a flight grip member provided at a tip of a flight lever member to vibrate when the aircraft approaches the stall state.
- However, the pilot may not be enabled to take an appropriate measure when the aircraft approaches a critical flight range such as the stall state or the like as in the aforementioned related art by simply causing the flight grip member to vibrate.
- The invention provides a flight assistance apparatus that enables a pilot to fly an aircraft appropriately when the aircraft approaches a critical flight range.
- An aspect of the invention relates to a flight assistance apparatus that provides assistance in flying an aircraft. The flight assistance apparatus is equipped with a yoke operated by a pilot of the aircraft, and a flight instruction section that instructs, with an aid of the yoke, the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range.
- In the aforementioned construction, when the aircraft approaches the critical flight range, the pilot is instructed to fly the aircraft in such a manner as to avoid the critical flight range by, for example, moving a component of the yoke in a direction corresponding to such a direction as to avoid the critical flight range. The pilot then operates the yoke in the direction corresponding to such a direction as to avoid the critical flight range. In this manner, even when the aircraft approaches the critical flight range, the pilot can fly the aircraft appropriately.
- According to the aforementioned construction, when the aircraft approaches the critical flight range, the pilot can fly the aircraft appropriately. Thus, the aircraft can be smoothly prevented from plunging into the critical flight range.
- The foregoing and further objects, features and advantages of the invention will become apparent from the following description of preferred embodiments with reference to the accompanying drawings, wherein like numerals are used to represent like elements and wherein:
-
FIG. 1 is a schematic constructional view showing a flight assistance apparatus according to the first embodiment of the invention; -
FIG. 2 is a flowchart showing an instruction processing procedure performed by a controller shown inFIG. 1 ; -
FIGS. 3A , 3B, and 3C are views each showing an example of an operation state of a yoke shown inFIG. 1 ; -
FIG. 4 is a front view showing a main portion of a flight assistance apparatus according to the second embodiment of the invention; -
FIGS. 5A and 5B each show a flight assistance apparatus including a construction for moving each of grip portions shown inFIG. 4 along a corresponding one of handles shown inFIG. 4 ; -
FIG. 6 is a flowchart showing an instruction processing procedure performed by a controller shown inFIG. 4 ; -
FIG. 7 is a view showing an example of an operation state of a yoke shown inFIG. 4 ; -
FIG. 8 is a front view showing a main portion of a flight assistance apparatus according to the third embodiment of the invention; -
FIG. 9 is a schematic constructional view of the flight assistance apparatus, including a plan view of a yoke shown inFIG. 8 ; -
FIG. 10 is a flowchart showing an instruction processing procedure performed by a stall recovery control portion shown inFIG. 9 ; -
FIG. 11 is a plan view showing a state where one of grip portions shown inFIG. 9 has been turned toward a near side with respect to a column body; -
FIG. 12 is a flowchart showing a processing procedure performed by a failure operation processing portion shown inFIG. 9 ; -
FIG. 13 is a schematic constructional view showing a flight assistance apparatus according to the fourth embodiment of the invention; -
FIG. 14 is a flowchart showing an instruction processing procedure performed by a controller shown inFIG. 13 ; and -
FIGS. 15A and 15B are lateral views showing a state where a seat shown inFIG. 13 is moved forward along a rail guide. - The embodiments of a flight assistance apparatus according to the invention will be described hereinafter in detail with reference to the drawings.
-
FIG. 1 is a schematic constructional view showing a flight assistance apparatus according to the first embodiment of the invention. Referring toFIG. 1 , aflight assistance apparatus 1 according to this embodiment of the invention is equipped with ayoke 2 operated by a pilot of an aircraft. Theyoke 2 has acolumn body 3, and a pair of right andleft grip portions 4 turnably coupled to both ends of thecolumn body 3 respectively to be gripped by the pilot. Thegrip portions 4 are turnable around an axis extending a longitudinal direction (a direction perpendicular to the sheet ofFIG. 1 ). Theyoke 2 has built therein twomotors 5 for turning thegrip portions 4 respectively, and twopotentiometers 6 for detecting rotational angles of the motors 5 (turning angles of the grip portions 4) respectively. - Further, the
flight assistance apparatus 1 is equipped with acontroller 7 connected to therespective motors 5 and therespective potentiometers 6. Aflight sensor 8 that detects an operation direction of theyoke 2 and an angle of theyoke 2 is connected to thecontroller 7. Thecontroller 7 controls themotors 5 to instruct the pilot to operate theyoke 2 in such a direction as to avoid a critical flight range (a collision range in this case) when a fuselage of the aircraft approaches the collision range. -
FIG. 2 is a flowchart showing an instruction processing procedure performed by thecontroller 7. Referring toFIG. 2 , it is first determined by a radar (not shown) or the like whether or not the fuselage has approached the collision range (step S101). When it is determined that the fuselage has approached the collision range, that one of themotors 5 which corresponds to that one of thegrip portions 4 which is located opposite a direction corresponding to the collision range is controlled such that thatgrip portion 4 is turned to tilt (downward) from a normal state as shown inFIG. 1 (step S102). - For example, when it is desired to turn the fuselage left since the collision range exists to the right of and in front of the fuselage, the
left grip portion 4 is turned downward from the normal state as shown inFIG. 3A . In this case, thegrip portion 4 may be turned by a predetermined angle or by an angle corresponding to a target aileron operation amount. - It is then determined on the basis of a detection signal of a
flight sensor 8 whether or not theyoke 2 has been operated by an amount equal to or larger than a predetermined amount in a turning direction of the grip portion 4 (oppositely to a direction corresponding to the collision range) (step S103). In this case, thegrip portion 4 is held in a tilted state until theyoke 2 is operated in the turning direction of thegrip portion 4. Then, when it is determined that theyoke 2 has been operated in the turning direction of thegrip portion 4 by the amount equal to or larger than the predetermined amount, that one of themotors 5 which corresponds to thegrip portion 4 held in the tilted state is controlled such that thegrip portion 4 is turned upward and returned to a normal state thereof (a state shown inFIG. 1 ) (step S104). - For example, in a state where the
left grip portion 4 is tilted down (seeFIG. 3A ), when theyoke 2 is operated leftward by the predetermined amount as shown inFIG. 3B , theleft grip portion 4 returns to the normal state thereof as shown inFIG. 3C . - In the aforementioned construction, the
motors 5, thecontroller 7, and theflight sensor 8 constitute a flight instruction section that instructs, with the aid of theyoke 2, the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range. - As described above, in this embodiment of the invention, that one of the
grip portions 4 which is located opposite the direction corresponding to the collision range is turned downward. The pilot is thereby caused to recognize, through the feeling of his/her hand, that the fuselage is approaching the collision range, and is instructed of a due direction in which the fuselage should travel. Therefore, the pilot can operate theyoke 2 in the due direction. Thus, even when the fuselage approaches the collision range, the pilot can fly the fuselage appropriately and as a result, can avoid a collision smoothly. - In this embodiment of the invention, when the fuselage approaches the collision range, that one of the
grip portions 4 which is located opposite the direction corresponding to the collision range is simply turned downward. However, simultaneously with the operation of turning thisgrip portion 4, that one of thegrip portions 4 which is located on the side corresponding to the collision range may be turned upward. -
FIG. 4 is a front view showing a main portion of a flight assistance apparatus according to the second embodiment of the invention. InFIG. 4 , elements identical to those of the first embodiment of the invention are denoted by the same reference symbols respectively, and the description of those elements is omitted. - Referring to
FIG. 4 , aflight assistance apparatus 10 according to this embodiment of the invention is equipped with ayoke 11 instead of theyoke 2 in the first embodiment of the invention. Theyoke 11 has acolumn body 13 provided with a pair of right and leftcurved handles 12, and a pair of right and leftgrip portions 14 mounted to thehandles 12 respectively to be gripped by the pilot. Each of thegrip portions 14 is movable along a direction in which a corresponding one of thehandles 12 extends. -
FIG. 5A is a schematic constructional view of theflight assistance apparatus 10, which includes a construction for moving each of thegrip portions 14 along a corresponding one of thehandles 12. Referring toFIG. 5A , asalient portion 15 is provided at a tip of thehandle 12, and apulley 16 is mounted to a base end of thehandle 12. Aspring 17 is connected at one end thereof to thesalient portion 15, and at the other end thereof to an upper end of thegrip portion 14. - The
yoke 11 has amotor 18 built therein, and acoupling member 19 is mounted to an output shaft of themotor 18. Awire 20 hung around thepulley 16 is fixed at one end thereof to thecoupling member 19. Thewire 20 is fixed at the other end thereof to a lower end of thegrip portion 14. When themotor 18 is rotationally driven, rotation of themotor 18 is transmitted to thegrip portion 14 via thecoupling member 19 and thewire 20, and thegrip portion 14 moves along thehandle 12 in accordance with a rotational direction of themotor 18. Further, theyoke 11 has built therein apotentiometer 21 for detecting a rotational angle of the motor 18 (an amount of movement of the grip portion 14). Although not shown, themotors 18 and thepotentiometers 21 are provided for the right and leftgrip portions 14 respectively. - Further, the
flight assistance apparatus 10 is equipped with acontroller 22 connected to theflight sensor 8, themotors 18, and thepotentiometers 21. Thecontroller 22 controls themotors 18 to instruct the pilot to operate theyoke 11 in such a direction as to avoid the critical flight range (the collision range in this case as well) when the fuselage approaches the collision range. -
FIG. 5B is a schematic constructional view of theflight assistance apparatus 10, which includes another construction for moving each of thegrip portions 14 along a corresponding one of thehandles 12. Referring toFIG. 5B , each oflinear motors 23 is mounted to a corresponding one of thehandles 12 along a direction in which this handle 12 extends. By driving each of thelinear motors 23, a corresponding one of thegrip portions 14 moves along a corresponding one of thehandles 12. Thecontroller 22 is connected to thelinear motors 23. -
FIG. 6 is a flowchart showing an instruction processing procedure performed by thecontroller 22. It is assumed that thegrip portions 14 of theyoke 11 are usually located at substantially central positions (normal positions) of thehandles 12 respectively as shown inFIG. 4 . - Referring to
FIG. 6 , it is first determined by a radar (not shown) or the like whether or not the fuselage has approached the collision range (step S111). When it is determined that the fuselage has approached the collision range, themotors 18 or thelinear motors 23 are controlled such that that one of thegrip portions 14 which is located opposite the direction corresponding to the collision range is moved downward and that one of thegrip portions 14 which is located on the side corresponding to the collision range is moved upward (step S112). - For example, when it is desired to turn the fuselage left since the collision range exists to the right of and in front of the fuselage, the
left grip portion 14 is moved downward from the central position, and theright grip portion 14 is moved upward from the central position as shown inFIG. 7 . In this case, each of thegrip portions 14 may be moved by a predetermined amount or by an amount corresponding to a target aileron operation amount. - Subsequently, it is determined on the basis of a detection signal of the
flight sensor 8 whether or not theyoke 11 has been operated oppositely to the direction corresponding to the collision range by an amount equal to or larger than a predetermined amount (step S113). In this case, that one of thegrip portions 14 which is located opposite the direction corresponding to the collision range is moved downward, and that one of thegrip portions 14 which is located on the side corresponding to the collision range is held in an upward moved state, until theyoke 11 is operated oppositely to the direction corresponding to the collision range. - Then, when it is determined that the
yoke 11 has been operated oppositely to the direction corresponding to the collision range by the amount equal to or larger than the predetermined amount, themotors 18 or thelinear motors 23 are controlled such that thegrip portions 14 are returned to the central positions of thehandles 12 respectively (step S114). - In the aforementioned construction, the
flight sensor 8, thepulleys 16, thesprings 17, themotors 18, thecoupling members 19, thewires 20, thecontroller 22, and thelinear motors 23 constitute a flight instruction section that instructs, with the aid of theyoke 11, the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range. - As described above, in this embodiment of the invention, the right and left
grip portions 14 are moved in opposite directions with respect to thehandles 12 respectively. The pilot is thereby caused to recognize, through the feeling of his/her hand, that the fuselage is approaching the collision range, and is instructed of a due direction in which the fuselage should travel. Therefore, the pilot can operate theyoke 11 in the due direction. Thus, even when the fuselage approaches the collision range, the pilot can fly the fuselage appropriately. - In this embodiment of the invention, when the
yoke 11 is operated oppositely to the direction corresponding to the collision range by the amount equal to or larger than the predetermined amount, thegrip portions 14 are returned to the central positions of thehandles 12 respectively. However, it is not absolutely required to return thegrip portions 14 to the central positions of thehandles 12 respectively. In this case, when theyoke 11 is operated such that thegrip portions 14 are located at the same height, therespective grip portions 14 may be moved such that the fuselage resumes flying horizontally. -
FIG. 8 is a front view showing a yoke as a main portion of a flight assistance apparatus according to the third embodiment of the invention.FIG. 9 is a schematic constructional view of the flight assistance apparatus including a plan view of the yoke shown inFIG. 8 . - Referring to each of
FIGS. 8 and 9 , aflight assistance apparatus 30 according to this embodiment of the invention is equipped with ayoke 31 instead of theyoke 2 in the first embodiment of the invention. Theyoke 31 has acolumn body 32, and a pair of right and left generally L-shapedgrip portions 33 turnably coupled to both ends of thecolumn body 32 respectively to be gripped by the pilot. Thegrip portions 33 are turnable around an axis extending vertically (in an X direction ofFIG. 8 ). Theyoke 31 has built therein twomotors 34 for turning thegrip portions 33 respectively, and twopotentiometers 35 for detecting rotational angles of the motors 34 (turning angles of the grip portions 33) respectively. - The
column body 32 has built in a lower portion thereof arestraint pin 36 for restraining the turning of each of thegrip portions 33, aspring 37 connected to therestraint pin 36, and an electromagnetic coil 38 for moving therestraint pin 36 laterally (in a Y direction ofFIG. 8 ). When the supply of electricity to the electromagnetic coil 38 (excitation) is started, therestraint pin 36 is retracted in thecolumn body 32. When the supply of electricity to the electromagnetic coil 38 (excitation) is stopped, therestraint pin 36 protrudes from an end face of thecolumn body 32. Although thesingle restraint pin 36, thesingle spring 37, and the single electromagnetic coil 38 are shown in each ofFIGS. 8 and 9 , the two restraint pins 36, the twosprings 37, and the two electromagnetic coils 38 are so provided as to correspond to the right and leftgrip portions 33 respectively. - Further, the
flight assistance apparatus 30 is equipped with acontroller 39 to which therespective motors 34, therespective potentiometers 35, and the respective electromagnetic coils 38 are connected. Astall sensor 40 for detecting a stall state of the fuselage andvoltmeters 41 for measuring drive voltages of themotors 34 respectively are connected to thecontroller 39. - The
controller 39 has a stallrecovery control portion 42 and a failureoperation processing portion 43. The stallrecovery control portion 42 controls themotors 34 to instruct the pilot to operate theyoke 31 in such a direction as to make a recovery from a stall of the fuselage when the fuselage approaches a critical flight range (a stall state in this case). The failureoperation processing portion 43 controls the electromagnetic coils 38 to restrain the operation of turning thegrip portions 33 when themotors 34 become unlikely to operate due to a malfunction or the like. -
FIG. 10 is a flowchart showing an instruction processing procedure performed by the stallrecovery control portion 42. It should be noted that thegrip portions 33 usually extend laterally rectilinearly as shown inFIG. 9 instead of being bent with respect to thecolumn body 32. - Referring to
FIG. 10 , it is first determined on the basis of a detection value of thestall sensor 40 whether or not the fuselage is approaching a stall state (step S121). When it is determined that the fuselage is approaching the stall state, themotors 34 are controlled such that both thegrip portions 33 are turned toward a near side (toward the pilot side) with respect to thecolumn body 32 as shown inFIG. 11 (step S122). In this case, thegrip portions 33 are turned toward the near side of the pilot as far as their end positions respectively. Thus, the pilot recognizes that the fuselage is approaching the stall state, and tilts theyoke 31 forward as shown inFIG. 11 . As a result, the fuselage can get out of a stall pitch angle. - On the other hand, when it is determined that the fuselage is not approaching the stall state, the
respective grip portions 33 are held in their normal states respectively, namely, extending laterally rectilinearly with respect to the yoke 32 (step S123). Accordingly, when the fuselage recovers from the stall state, themotors 34 are controlled such that both thegrip portions 33 assume their normal states with respect to thecolumn body 32 respectively. -
FIG. 12 is a flowchart showing an instruction processing procedure performed by the failureoperation processing portion 43. In a normal state, the supply of electricity to the electromagnetic coils 38 is started to retract the restraint pins 36 into thecolumn body 32. - Referring to
FIG. 12 , it is determined on the basis of measurement values of thevoltmeters 41 whether or not drive voltages of themotors 34 are inappropriate respectively (step S131). When it is determined that the drive voltages of themotors 34 are inappropriate respectively, the supply of electricity to the electromagnetic coils 38 is stopped to protrude the restraint pins 36 from the end faces of thecolumn body 32 respectively (step S132). Thus, thegrip portions 33 are restrained from turning and held in their normal states respectively, namely, extending laterally rectilinearly with respect to thecolumn body 32. - On the other hand, when it is determined that the drive voltages of the
motors 34 are not inappropriate respectively, the supply of electricity to the electromagnetic coils 38 is continued (step S133). Thus, the restraint pins 36 remain retracted in thecolumn body 32, and the operation of turning thegrip portions 33 is possible. - In the aforementioned construction, the
motors 34, thestall sensor 40, and the stallrecovery control portion 42 constitute a flight instruction section that instructs, with the aid of theyoke 31, the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range. - As described above, in this embodiment of the invention, both the
grip portions 33 are turned toward the near side (the pilot side) with respect to thecolumn body 32 to thereby instruct the pilot of an approach of the fuselage to a stall state. Therefore, the pilot can operate theyoke 31 in such a direction as to avoid a stall (forward). Thus, even when the fuselage approaches the stall state, the pilot can fly the fuselage appropriately and as a result, can make a recovery from the stall smoothly. - Further, when the fuselage approaches the stall state, both the
grip portions 33 are turned toward the near side with respect to thecolumn body 32. Therefore, the pilot can move theyoke 31 forward with the longitudinal position of his/her arm S hardly changed as shown inFIG. 11 . -
FIG. 13 is a schematic constructional view showing a flight assistance apparatus according to the fourth embodiment of the invention. InFIG. 13 , elements identical to those of the third embodiment of the invention are denoted by the same reference symbols respectively, and the description of those elements is omitted. - Referring to
FIG. 13 , aflight assistance apparatus 50 according to this embodiment of the invention is equipped with ayoke 51 operated by a pilot P, arail guide 53 for guiding aseat 52, in which the pilot P is seated, in a longitudinal direction of a fuselage H, anactuator 54 fixed to a leg portion of theseat 52 to move theseat 52 along therail guide 53 in the longitudinal direction of the fuselage H, and acontroller 55 to which theactuator 54 and theaforementioned stall sensor 40 are connected. - The
controller 55 controls theactuator 54 to instruct the pilot P to operate theyoke 51 in such a direction as to make a recovery from a stall of the fuselage H when the fuselage H approaches a critical flight range (a stall state in this case as well). -
FIG. 14 is a flowchart showing an instruction processing procedure performed by thecontroller 55. It should be noted that theseat 52 is usually located at a rear position of therail guide 53 as shown inFIGS. 13 and 15A . - Referring to
FIG. 14 , it is first determined on the basis of a detection value of thestall sensor 40 whether or not the fuselage H is approaching a stall state (step S141). When it is determined that the fuselage H is approaching the stall state, theactuator 54 is controlled such that theseat 52 is moved forward along the rail guide 53 (step S142). Thus, the pilot P recognizes that the fuselage H is approaching the stall state, and theyoke 51 is tilted forward without forcing the pilot P to abandon his/her posture. As a result, the fuselage H can get out of a stall pitch angle. - On the other hand, when it is determined that the fuselage H is not approaching the stall state, the
seat 52 is held at a normal position thereof as shown inFIG. 15A (step S143). Accordingly, when the fuselage H makes a recovery from the stall state, theactuator 54 is controlled such that theseat 52 is moved backward along therail guide 53. - As described above, in this embodiment of the invention, the position of the
seat 52 is moved forward to thereby instruct the pilot P of an approach of the fuselage H to the stall state. Therefore, the pilot P can operate theyoke 51 naturally in such a direction as to avoid a stall. Thus, even when the fuselage H approaches the stall state, the pilot P can fly the aircraft appropriately. - Further, the position of the center of gravity of the fuselage H shifts forward due to the forward movement of the position of the
seat 52. Therefore, a head-down moment of the fuselage H is obtained, and hence the fuselage H assumes a stall avoiding posture. Accordingly, the fuselage H can more effectively make a recovery from the stall. - The foregoing embodiments of the invention can be used by being appropriately combined with one another. For example, the flight assistance apparatus regarding the collision range of the fuselage in each of the first embodiment of the invention and the second embodiment of the invention may be combined with the flight assistance apparatus regarding the speed range in which the fuselage falls into the aforementioned stall state in each of the first embodiment of the invention and the second embodiment of the invention.
- In the aforementioned construction, the yoke may have a column body, and a pair of right and left grip portions turnably mounted to the column body to be gripped by the pilot. The flight instruction section may instruct the pilot to fly the aircraft in such a manner as to avoid the critical flight range by turning the grip portions with respect to the column body. In the aforementioned construction, when the aircraft approaches a collision range as the critical flight range, that one of the grip portions which is located, for example, opposite a direction corresponding to the collision range is turned downward in a tilted manner. Thus, the pilot can be easily and reliably instructed to fly the aircraft in such a manner as to avoid the critical flight range.
- In the aforementioned construction, the critical flight range may be a collision range of the fuselage. The flight instruction section may hold the grip portions turned from normal states thereof with respect to the column body until the yoke is operated oppositely to a direction corresponding to the critical flight range. In the aforementioned construction, when the aircraft approaches the critical flight range (the collision range), that one of the grip portions which is located, for example, opposite the direction corresponding to the collision range is held in a downward tilted state. Accordingly, the pilot can be caused to easily operate the yoke in such a direction as to avoid the critical flight range.
- In the aforementioned construction, the yoke may have a column body provided with a pair of right and left handles, and a pair of right and left grip portions movably mounted along the handles respectively to be gripped by the pilot. The flight instruction section may instruct the pilot to fly the aircraft in such a manner as to avoid the critical flight range by moving the grip portions along the handles respectively. In the aforementioned construction, when the aircraft approaches the collision range as the critical flight range, that one of the grip portions which is located, for example, opposite the direction corresponding to the collision range is moved downward, and that one of the grip portions which is located, for example, on the side corresponding to the collision range is moved upward. Thus, the pilot can be easily and reliably instructed to fly the aircraft in such a manner as to avoid the critical flight range.
- In the aforementioned construction, the critical flight range may be a collision range of the fuselage. The flight instruction section may hold the grip portions in states of being moved from normal positions thereof with respect to the handles respectively until the yoke is operated oppositely to the direction corresponding to the critical flight range. In the aforementioned construction, when the aircraft approaches the critical flight range (the collision range), that one of the grip portions which is located, for example, opposite the direction corresponding to the collision range moves downward, and that one of the grip portions which is located, for example, on the side corresponding to the collision range is held in an upward moved state. Accordingly, the pilot can be easily caused to operate the yoke in a direction corresponding to such a direction as to avoid the critical flight range.
- In the aforementioned construction, the yoke may have a column body, and a pair of right and left grip portions longitudinally turnably mounted to the column body to be gripped by the pilot. The flight instruction section may instruct the pilot to fly the aircraft in such a manner as to avoid the critical flight range by turning the grip portions toward the near side with respect to the column body. In the aforementioned construction, when the aircraft approaches a stall state as the critical flight range, the grip portions turn toward the near side with respect to the column body. Thus, the pilot can be easily and reliably instructed to fly the aircraft in such a manner as to avoid the critical flight range. Further, in this case, the pilot can return the yoke in a stall recovery direction without changing the longitudinal positions of his/her arms.
- While the invention has been described with reference to the example embodiments thereof, it is to be understood that the invention is not limited to the described embodiments or constructions. To the contrary, the invention is intended to cover various modifications and equivalent arrangements. In addition, while the various elements of the example embodiments are shown in various combinations and configurations, other combinations and configurations, including more, less or only a single element, are also within the scope of the invention.
Claims (20)
1. A flight assistance apparatus for providing assistance in flying an aircraft, comprising:
a yoke operated by a pilot of the aircraft; and
a flight instruction section that instructs, with an aid of the yoke, the pilot to fly the aircraft in such a manner as to avoid a critical flight range when the aircraft approaches the critical flight range.
2. The flight assistance apparatus according to claim 1 , wherein
the critical flight range is a collision range of a fuselage of the aircraft, and
the flight instruction section instructs the pilot to fly the aircraft in such a manner as to avoid the critical flight range on a basis of a direction corresponding to the critical flight range.
3. The flight assistance apparatus according to claim 2 , wherein the flight instruction section instructs the pilot to fly the aircraft in such a manner as to avoid the critical flight range by operating that side of the yoke which is located opposite the direction corresponding to the critical flight range.
4. The flight assistance apparatus according to claim 3 , wherein the flight instruction section holds the yoke in operation until the yoke is operated oppositely to the direction corresponding to the critical flight range.
5. The flight assistance apparatus according to claim 1 , wherein the flight instruction section instructs the pilot to fly the aircraft in such a manner as to avoid the critical flight range by operating the yoke by an angle corresponding to a target aileron operation amount for flying the aircraft.
6. The flight assistance apparatus according to claim 1 , further comprising a stall sensor that detects a stall state of a fuselage of the aircraft, wherein
the critical flight range is a speed range in which the fuselage falls into the stall state, and
the flight instruction section instructs the pilot to fly the aircraft in such a manner as to avoid the critical flight range when the fuselage approaches the stall state.
7. The flight assistance apparatus according to claim 1 , wherein
the yoke has a column body, and a pair of right and left grip portions turnably mounted to the column body to be gripped by the pilot, and
the flight instruction section instructs the pilot to fly the aircraft in such a manner as to avoid the critical flight range by turning the grip portions with respect to the column body.
8. The flight assistance apparatus according to claim 7 , wherein
the critical flight range is a collision range of a fuselage of the aircraft, and
the flight instruction section holds that one of the grip portions which is located opposite a direction corresponding to the critical flight range turned from a normal state thereof with respect to the column body.
9. The flight assistance apparatus according to claim 7 , wherein
the critical flight range is a collision range of a fuselage of the aircraft, and
the flight instruction section holds downside that one of the grip portions which is located opposite a direction corresponding to the critical flight range.
10. The flight assistance apparatus according to claim 7 , wherein
the critical flight range is a collision range of a fuselage of the aircraft, and
the flight instruction section holds the grip portions turned from normal states thereof with respect to the column body until the yoke is operated oppositely to a direction corresponding to the critical flight range.
11. The flight assistance apparatus according to claim 1 , wherein
the yoke has a column body provided with a pair of right and left handles, and a pair of right and left grip portions movably mounted along the handles respectively to be gripped by the pilot, and
the flight instruction section instructs the pilot to fly the aircraft in such a manner as to avoid the critical flight range by moving the grip portions along the handles respectively.
12. The flight assistance apparatus according to claim 11 , wherein
the critical flight range is a collision range of a fuselage of the aircraft, and
the flight instruction section holds in a moved state that one of the grip portions which is located opposite the direction corresponding to the critical flight range.
13. The flight assistance apparatus according to claim 11 , wherein
the critical flight range is a collision range of a fuselage of the aircraft, and
the flight instruction section moves downward that one of the grip portions which is located opposite the direction corresponding to the critical flight range.
14. The flight assistance apparatus according to claim 11 , wherein
the critical flight range is a collision range of a fuselage of the aircraft, and
the flight instruction section holds the grip portions moved from normal positions thereof with respect to the handles respectively until the yoke is operated oppositely to the direction corresponding to the critical flight range.
15. The flight assistance apparatus according to claim 1 , wherein
the yoke has a column body, and a pair of right and left grip portions longitudinally turnably mounted to the column body to be gripped by the pilot, and
the flight instruction section instructs the pilot to fly the aircraft in such a manner as to avoid the critical flight range by turning the grip portions toward a near side with respect to the column body.
16. The flight assistance apparatus according to claim 15 , further comprising a stall sensor that detects a stall state of a fuselage of the aircraft, wherein
the critical flight range is a speed range in which the fuselage falls into the stall state, and
the flight instruction section turns the grip portions toward the near side with respect to the column body when the fuselage approaches the stall state.
17. The flight assistance apparatus according to claim 15 , wherein
the critical flight range is a speed range in which a fuselage of the aircraft falls into the stall state, and
the flight instruction section holds the grip portions turned from normal states thereof with respect to the column body until the fuselage gets out of the critical flight range.
18. The flight assistance apparatus according to claim 1 , further comprising
a mechanism that guides, in a longitudinal direction of a fuselage of the aircraft, a seat in which the pilot operating the yoke sits, wherein
the flight instruction section instructs the pilot to fly the aircraft in such a manner as to avoid the critical flight range by moving the seat in the longitudinal direction of the fuselage to change a distance between the seat and the yoke.
19. The flight assistance apparatus according to claim 17 , wherein
the critical flight range is a speed range in which the fuselage falls into the stall state, and
the flight instruction section holds the seat in a moved state until the fuselage gets out of the critical flight range.
20. The flight assistance apparatus according to claim 17 , further comprising a stall sensor that detects a stall state of the fuselage, wherein
the critical flight range is a speed range in which the fuselage falls into the stall state, and
the flight instruction section moves the seat forward with respect to the fuselage when the fuselage approaches the stall state.
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JP2009007948A JP5369694B2 (en) | 2009-01-16 | 2009-01-16 | Maneuvering support device |
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US9988081B2 (en) | 2015-09-11 | 2018-06-05 | Jtekt Corporation | Steering system |
CN107161352A (en) * | 2017-05-04 | 2017-09-15 | 安徽工程大学 | A kind of rotor flying robot landing platform of float type four |
GB2595912A (en) * | 2020-06-11 | 2021-12-15 | Bae Systems Plc | Control system and method |
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JP2010163096A (en) | 2010-07-29 |
JP5369694B2 (en) | 2013-12-18 |
US8505854B2 (en) | 2013-08-13 |
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